Onboard controller system

ABSTRACT

A system and method for safely slowing or controlling a vehicle&#39;s speed or engine speed by selectively replacing a genuine engine control signal with a spoofed engine control signal to slow or control the vehicle. The operator is allowed control of the vehicle (e.g. genuine engine control signal) if the speed is below a threshold speed and the operator is denied control of the vehicle (e.g. spoofed engine control signal) if the speed is above the threshold speed; similarly, a maximum idle engine speed and time to idle before shut-down is enforced by selectively replacing a genuine engine control signal with a spoofed engine control signal, responsive to a set threshold for each. The threshold is set over the air (OTA).

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application represents a divisional application of U.S.patent application Ser. No. 12/081,136, filed Apr. 10, 2008, which is acontinuation-in-part of U.S. patent application Ser. No. 11/715,914,filed Mar. 9, 2007, now U.S. Pat. No. 7,957,882, which claims thebenefit of U.S. Provisional Patent Application Ser. No. 60/781,423 filedMar. 10, 2006, all of which are entitled “Onboard Controller System” andincorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates generally to an onboard controller system(OCS). More particularly, the present invention relates to a vehiclecontrol unit for controlling the speed of a vehicle or its engineremotely.

BACKGROUND OF THE INVENTION

It is somewhat difficult to remotely control the speed or engine speedof a vehicle.

One commonly used method for stopping a vehicle having rubber tiresinvolves the placement of a spike belt in the vehicle's path (beltshaving a number of hollow cylinders which puncture the tire and causedeflation in a controlled manner). However, this requires the spike beltbe laid in the vehicle's path, does result in reduced control of thevehicle and only works with vehicles having tires (e.g. not for example,with tracked vehicles such as earth movers such as bulldozers ormilitary vehicles such as armored personnel carriers).

Another method involves the sending of an electromagnetic pulse orenergy wave at the vehicle to interfere with its electronic circuits.However, this requires close proximity to the vehicle and does not workwith vehicles that do not rely heavily on electronics, for example largediesel engines in transport trucks.

Idle speed may be set manually, and timers have been deployed to limittime-at-idle, also set manually.

It is, therefore, desirable to provide a vehicle control unit thatprovides for safely controlling the maximum speed of a vehicle or of itsengine and the engine's maximum time-at-idle.

SUMMARY OF THE INVENTION

It is an object of the present invention to obviate or mitigate at leastone disadvantage of previous methods and systems for stopping a vehicle.

U.S. patent application Ser. No. 10/791,574 published as U.S. PatentApplication Publication No. 2005/0197744 for “Immobilizer system forvehicles” is incorporated herein by reference.

An onboard controller system (OCS) may resemble or connect with avehicle in the ways described in U.S. Patent Application Publication No.2005/0197744, which is incorporated herein by reference.

A system and method for controlling engine or vehicle speed byselectively replacing a genuine engine control signal with a spoofedengine control signal is provided. The operator is allowed control ofthe vehicle (e.g. genuine engine control signal) if the speed is below athreshold speed and the operator is denied control of the vehicle (e.g.spoofed engine control signal) if the speed is above the thresholdspeed, thus forcing the vehicle to slow to or below the threshold speed.A threshold idle speed and time-to-idle may also be set.

Other aspects and features of the present invention will become apparentto those ordinarily skilled in the art upon review of the followingdescription of specific embodiments of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described, by way ofexample only, with reference to the attached Figures, wherein:

FIG. 1 is an OCS of the present invention.

DETAILED DESCRIPTION

Generally, the present invention provides a method and system forcontrolling the speed of a vehicle or its engine's idle speed and idleduration.

Throttle Position Sensor (Genuine Signal)

A throttle position sensor of a vehicle generates a signal based on thethrottle position and that signal is delivered to the vehicle electroniccontrol module (ECM), data bus, engine management system or other systemused by the vehicle to control operations. The signal may be analog,digital (e.g. pulse width modulation (PWM)), fibre optic,electromagnetic or other signals known in the art.

Throttle Position Generator (Spoofed Signal)

A throttle position generator generates a signal based on the output ofa controller for the Acceleration Control System (ACS)/AccelerationControl Technology (ACT). The throttle position generator is configuredwith the vehicle at idle state and the signal from the throttle positionsensor measured to provide a baseline TP and an internal gain G set tocalibrate the throttle position generator to match throttle positionsensor signals on the particular vehicle. The Throttle PositionGenerator is then capable of generating a signal which the vehicle caninterpret as if it were a genuine throttle position signal (spoofedsignal).

Acceleration Control Technology (ACT)

ACT provides for selectively intervening to deny the ability of theoperator of a vehicle to increase vehicle speed. In a preferredembodiment, the controller is programmed for setting or receives anAcceleration Control System (ACS) signal for setting the maximum vehiclespeed (ACS_Threshold). The controller applies the logic: if SSV lessthan or equal to ACS_threshold, then deliver TPS_genuine to vehicle, andif SSV greater than ACS_threshold, then deliver TPS_spoofed to vehicle(e.g. to engine control module).

The ACS maximum speed threshold can be generated onboard, for example,by triggering a switch, or receiving a code from a driver authenticationsystem, or the ACS could be triggered by an over the air (OTA) signalvia satellite, cellular, electromagnetic, radio frequency or othersystem.

Vehicle Already Stopped

In the example above, it was assumed that the vehicle was traveling whenthe ACS_threshold signal was received. In the event an ACS_thresholdvehicle speed signal is received when the vehicle is at 0 km/hr, at idlethen there is no need for the controller to go through a vehicle speedlimiting function, but instead can directly go to shutting down theengine or keep the TPS at or below idle, depending upon an idle-speedthreshold and a time-at-idle threshold, which might be set OTA or onboard the vehicle.

Driver Authentication System

The OCS may include a driver authentication system (DAS), for examplerequiring driver authentication before the vehicle can be operated ormoved. The OCS may include a keypad for entering a driver code, for manydrivers, for example 30 or 50 or even hundreds or more. The driver codesmay be deleted, added, or modified at the OCS or over the air (OTA). TheOCS may log the driver codes, for example, with log-in or -out time, andchange of system state (e.g. change from protected state to run state),location, or other information. The driver codes may be numerical orotherwise, for example six digits or seven characters, etc. The drivercodes may be kept onboard the OCS in protected memory (that can not beexternally read). The DAS may trigger a tamper state and go into asystem alarm state after a number of attempts to improperly enter adriver code. Entry of a correct driver code allows operation of thevehicle.

In relation to ACT and an ACS, a new driver code can be sent to the OCSand old driver codes deleted before the ACS shutdown is triggered, forexample over the air, as a driver code may normally be used to over-ridethe ACS shutdown. Additionally, the thresholds alone may be pre-setdetermined by driver identity or code, each driver's thresholds beingdifferent.

Unattended Idle Protect (UIP)

UIP provides passive engagement without driver intervention when avehicle is left unattended and idling. UIP secures the vehicle (forexample by locking, applying brakes, arming an alarm or otherannunciator system) and prevents normal operation until a proper driverauthentication is provided, for example by providing a driver code usinga keypad, keyboard, smart card, biometrics or other system to allow thesystem into a run mode. If the vehicle is tampered with in the UIP mode,for example by activating a service brake or releasing a parking brake,the vehicle is shut down. Finally, if the pre-set time-at-idle thresholdis met, the vehicle is shut down.

Maintenance ACS Shutdown

When combined with an operator authentication system having amaintenance mode, for example, where a particular operator is given alimited time to perform a function, such as maintenance on the vehicle,and that time expires, an ACS event can be triggered.

Other Systems

While described as controlling the TPS by selectively sending thegenuine or spoofed throttle control position signal, the method andsystem of the present invention is also enabled by use of other commonvehicle systems, which may or may not apply depending on a particularvehicle or type of vehicle. These other vehicle systems include, but arenot limited to: transmission operation or gear (e.g. automatictransmission, or electronically controlled transmission), vehicle databus (e.g. CANbus/CANcontroller, J1850, OBD etc.), engine control module(ECM), powertrain control module (PCM), fuel system, air system, sparksystem, diesel injector system, engine detune, engine valve bleedoff(Jake Brake™), clutch, torque converter, automatic speed control system(cruise control), traction control system, braking system, propellerpitch, rudder control, flaps, thrust reversers, trim, differential slip,steering, etc.

Features of the present invention may be incorporated into a stand-alonesystem which is designed to add on to the vehicle, or may beincorporated into the vehicle's existing systems by the originalequipment manufacturer (OEM).

Other Vehicles

While described as preferably applicable to tractor-trailer trucks, thesystem and methods of the present invention are applicable to a widevariety of vehicles, including, (but not limited to) cars, trucks,boats, planes, ships, construction vehicles, industrial vehicles,off-road vehicles, military vehicles, commercial vehicles, heavymachines etc. and are applicable to generally any form of motive forcegas, electric, diesel, fuel cell etc.

Vehicle Control System (VCS)

The OCS and a vehicle control system (VCS) may communicate, for exampleby over the air systems previously mentioned. Among other things, theVCS may communicate an ACS signal to the OCS or send or receive commandsto/from the OCS or send or receive driver code additions/deletions etc.

The above-described embodiments of the present invention are intended tobe examples only. Alterations, modifications and variations may beeffected to the particular embodiments by those of skill in the artwithout departing from the scope of the invention, which is definedsolely by the claims appended hereto.

1. An onboard controller system for a vehicle, comprising: a. TPS sensormeans for receiving a genuine TPS signal from a throttle positionsensor, the genuine TPS signal destined for an engine controller; b. TPSspoof means for generating a spoofed TPS signal; c. intercept means forintercepting the TPS signal; d. TPS sender means for sending the spoofedTPS signal or the genuine TPS signal to the engine controller; and e. acontroller for selectively determining whether the TPS sender meanssends the genuine TPS signal or the spoofed TPS signal based on thecomparison of a vehicle parameter to a threshold parameter.
 2. Theonboard controller system of claim 1, wherein the vehicle parameter isvehicle speed.
 3. The onboard controller system of claim 1, wherein thethreshold parameter is throttle position.
 4. A method of onboardcontrolling a vehicle comprising: a. receiving a genuine TPS signal froma throttle position sensor, the genuine TPS signal being destined for anengine controller; b. generating a spoofed TPS signal; c. interceptingthe TPS signal; d. sending the spoofed TPS signal or the genuine TPSsignal to the engine controller; and e. selectively determining by thecontroller whether the genuine TPS signal or the spoofed TPS signal wassent based on the comparison of a vehicle parameter to a thresholdparameter.
 5. The method of claim 4, wherein the vehicle parameter isvehicle speed.
 6. The method of claim 5, wherein the threshold parameteris throttle position.
 7. The method of claim 4, wherein the thresholdparameter is throttle position.